Vehicle

ABSTRACT

A vehicle is a vehicle on which an autonomous driving kit (ADK) is mountable. The vehicle includes: a vehicle platform (VP) that controls the vehicle in accordance with an instruction from the ADK; and a vehicle control interface that serves as an interface between the ADK and the VP. The VP receives a driver deceleration request in accordance with an amount of depression of a brake pedal by a driver, and receives a system deceleration request from the ADK through the vehicle control interface. During an autonomous mode, the VP specifies the sum of the driver deceleration request and the system deceleration request as a target deceleration of the vehicle.

This is a continuation of U.S. Application No. 17/722,586 filed on Apr.18, 2022. U.S. Application No. 17/722,586 is a continuation of U.S.Application No. 17/156,680, filed on Jan. 25, 2021, which is based onJapanese Patent Application No. 2020-015724 filed on Jan. 31, 2020 withthe Japan Patent Office, the entire contents of which are herebyincorporated by reference.

BACKGROUND Field

The present disclosure relates to a vehicle.

Description of the Background Art

In recent years, development of the autonomous driving technology forvehicles is in progress. Japanese Patent Laying-Open No. 2018-132015 forexample discloses an autonomous driving system that conducts centralizedautonomous driving control for a vehicle. This autonomous driving systemincludes a camera, a laser device, a radar device, an operation device,a gradient sensor, autonomous driving equipment, and anautonomous-driving ECU (Electronic Control Unit).

Japanese Patent Laying-Open No. 2018-132015 discloses, in a secondmodification, that at least one of a motive power function, a brakingfunction, and a steering function of the autonomous driving equipment isrestricted (see FIGS. 7 and 8 ). Such a state where the autonomouscontrol is inhibited is a state that can also be switched to driver’smanual operation.

SUMMARY

The autonomous driving system may be attached externally to the body ofthe vehicle. In this case, a vehicle platform (described later herein)controls the vehicle in accordance with instructions from the autonomousdriving system to thereby implement autonomous driving.

In order for the autonomous driving system and the vehicle platform towork in cooperation with each other appropriately, it is preferable toprovide an appropriate interface between the autonomous driving systemand the vehicle platform. The importance of such an interface mayparticularly be high if the developer of the autonomous driving systemis different from the developer of the vehicle platform, for example.

The present disclosure is made to solve the above-described problem, andan object of the present disclosure is to provide an appropriateinterface between the autonomous driving system and the vehicleplatform.

A vehicle according to an aspect of the present disclosure is a vehicleon which an autonomous driving system is mountable. The vehicleincludes: a vehicle platform that controls the vehicle in accordancewith an instruction from the autonomous driving system; and a vehiclecontrol interface that serves as an interface between the autonomousdriving system and the vehicle platform. The vehicle platform receives afirst deceleration request in accordance with an amount of depression ofa brake pedal by a driver, and receives a second deceleration requestfrom the autonomous driving system through the vehicle controlinterface. During an autonomous mode, the vehicle platform specifies asum of the first deceleration request and the second decelerationrequest as a target deceleration of the vehicle.

The vehicle platform has, as the autonomous mode, a VO (VehicleOperation) mode that is a control mode in which the driver is aboard thevehicle while the vehicle is capable of autonomous driving, and an NVO(Non-Vehicle Operation) mode that is a control mode in which the vehicleis capable of completely unmanned driving. The vehicle platformspecifies the sum as the target deceleration, in either the VO mode orthe NVO mode.

The foregoing and other objects, features, aspects and advantages of thepresent disclosure will become more apparent from the following detaileddescription of the present disclosure when taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram schematically showing a MaaS system in which avehicle according to an embodiment of the present disclosure is used.

FIG. 2 is a diagram showing a configuration of the vehicle in moredetail.

FIG. 3 is a functional block diagram regarding brake pedal control for avehicle.

FIG. 4 is a flowchart showing braking control during an autonomous modeof a vehicle.

FIG. 5 is a diagram of an overall configuration of MaaS.

FIG. 6 is a diagram of a system configuration of a MaaS vehicle.

FIG. 7 is a diagram showing a typical flow in an autonomous drivingsystem.

FIG. 8 is a diagram showing an exemplary timing chart of an API relatingto stop and start of the MaaS vehicle.

FIG. 9 is a diagram showing an exemplary timing chart of the APIrelating to shift change of the MaaS vehicle.

FIG. 10 is a diagram showing an exemplary timing chart of the APIrelating to wheel lock of the MaaS vehicle.

FIG. 11 is a diagram showing a limit value of variation in tire turningangle.

FIG. 12 is a diagram illustrating intervention by an accelerator pedal.

FIG. 13 is a diagram illustrating intervention by a brake pedal.

FIG. 14 is a diagram of an overall configuration of MaaS.

FIG. 15 is a diagram of a system configuration of a vehicle.

FIG. 16 is a diagram showing a configuration of supply of power of thevehicle.

FIG. 17 is a diagram illustrating strategies until the vehicle is safelybrought to a standstill at the time of occurrence of a failure.

FIG. 18 is a diagram showing arrangement of representative functions ofthe vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following, the present embodiment is described in detail withreference to the drawings. In the drawings, the same or correspondingparts are denoted by the same reference characters, and a descriptionthereof is not repeated.

In connection with the following embodiment, an example is described inwhich an autonomous driving kit (ADK) is mounted on a MaaS vehicle(Mobility as a Service vehicle). The autonomous driving kit is a toolinto which hardware and software for implementing autonomous driving areintegrated, and is one form that implements the autonomous drivingsystem (ADS). The type of the vehicle on which the autonomous drivingkit can be mounted is not limited to the MaaS vehicle. The autonomousdriving kit is applicable to all types of vehicles for which autonomousdriving can be implemented.

Embodiment <Overall Configuration>

FIG. 1 schematically shows a MaaS system in which a vehicle according toan embodiment of the present disclosure is used. Referring to FIG. 1 ,this MaaS system includes a vehicle 1. Vehicle 1 includes a vehicle mainbody 2 and an autonomous driving kit (ADK) 3. Vehicle main body 2includes a vehicle control interface 4, a vehicle platform (VP) 5, and aDCM (Data Communication Module) 6. The MaaS system includes, in additionto vehicle 1, a data server 7, a mobility service platform (MSPF) 8, andautonomous driving related mobility services 9.

Vehicle 1 is capable of autonomous driving in accordance with a commandfrom ADK 3 attached to vehicle main body 2. Although vehicle main body 2is shown to be located separately from ADK 3 in FIG. 1 , actually ADK 3is attached to a rooftop for example of vehicle main body 2.

ADK 3 can also be detached from vehicle main body 2. While ADK 3 is notattached, vehicle main body 2 can be driven by a driver to travel. Inthis case, VP 5 conducts travel control (travel control in accordancewith driver’s operation) in a manual mode.

Vehicle control interface 4 can communicate with ADK 3 through a CAN(Controller Area Network) for example. Vehicle control interface 4executes a predetermined API (Application Program Interface) defined foreach signal to be communicated, to thereby receive various commands fromADK 3 and output the state of vehicle main body 2 to ADK 3.

Receiving a command from ADK 3, vehicle control interface 4 outputs, toVP 5, a control command corresponding to the received command. Vehiclecontrol interface 4 also acquires various types of information aboutvehicle main body 2 from VP 5 and outputs the state of vehicle main body2 to ADK 3. A configuration of vehicle control interface 4 is detailedlater herein.

VP 5 includes various systems and various sensors for controllingvehicle main body 2. In accordance with a command given from ADK 3through vehicle control interface 4, VP 5 conducts vehicle control.Specifically, in accordance with a command from ADK 3, VP 5 conductsvehicle control to thereby implement autonomous driving of vehicle 1. Aconfiguration of VP 5 is also detailed later herein.

ADK 3 is a kind of autonomous driving system (ADS) for implementingautonomous driving of vehicle 1. ADK 3 prepares, for example, a drivingplan for vehicle 1, and outputs various commands for causing vehicle 1to travel following the prepared driving plan, to vehicle controlinterface 4 in accordance with an API defined for each command. ADK 3also receives various signals indicating the state of vehicle main body2, from vehicle control interface 4 in accordance with an API definedfor each signal, and causes the received vehicle state to be reflectedon preparation of the driving plan. A configuration of ADK 3 is alsodescribed later herein.

DCM 6 includes a communication interface for vehicle main body 2 tocommunicate by radio with data server 7. DCM 6 outputs, to data server7, various types of vehicle information such as speed, position, andstate of autonomous driving, for example. DCM 6 also receives, fromautonomous driving related mobility services 9 through MSPF 8 and dataserver 7, various types of data for managing travel of autonomousvehicles including vehicle 1 for autonomous driving related mobilityservices 9, for example.

Data server 7 is configured to communicate by radio with variousautonomous vehicles including vehicle 1, and configured to communicatealso with MSPF 8. Data server 7 stores various types of data (dataregarding the vehicle state and the vehicle control) for managing travelof the autonomous vehicle.

MSPF 8 is an integrated platform to which various mobility services areconnected. In addition to autonomous driving related mobility services9, various mobility services that are not shown (for example, variousmobility services provided by a ridesharing company, a car-sharingcompany, an insurance company, a rent-a-car company, a taxi company, andthe like) may be connected to MSPF 8. Various mobility servicesincluding mobility services 9 can use various functions provided by MSPF8 appropriately for respective services, using an API published on MSPF8.

Autonomous driving related mobility services 9 provide mobility servicesusing autonomous vehicles including vehicle 1. Using an API published onMSPF 8, mobility services 9 can acquire, from MSPF 8, drive control datafor vehicle 1 communicating with data server 7 and/or information or thelike stored in data server 7, for example. Using the above-describedAPI, mobility services 9 also transmit, to MSPF 8, data or the like formanaging autonomous vehicles including vehicle 1, for example.

MSPF 8 publishes APIs for using various types of data regarding thevehicle state and the vehicle control necessary for development of theADS. ADS companies can use, as the API, data regarding the vehicle stateand the vehicle control necessary for development of the ADS, stored indata server 7.

<Vehicle Configuration>

FIG. 2 shows a configuration of vehicle 1 in more detail. Referring toFIG. 2 , ADK 3 includes a compute assembly 31, sensors for perception32, sensors for pose 33, an HMI (Human Machine Interface) 34, and sensorcleaning 35.

During autonomous driving of vehicle 1, compute assembly 31 uses varioussensors (described later herein) to obtain the environment around thevehicle, as well as pose, behavior, and position of vehicle 1. Computeassembly 31 also obtains the state of vehicle 1 from VP 5 throughvehicle control interface 4, and determines the next operation(acceleration, deceleration, turn, or the like) of vehicle 1. Computeassembly 31 outputs, to vehicle control interface 4, a command forimplementing the determined next operation.

Sensors for perception 32 perceive the environment around the vehicle.Specifically, sensors for perception 32 include at least one of a LIDAR(Light Detection and Ranging), a millimeter-wave radar, and a camera,for example.

The LIDAR illuminates a target (human, another vehicle, or obstacle, forexample) with infrared pulsed laser light, and measures the distance tothe target based on the time taken for the light to be reflected fromthe target and return to the LIDAR. The millimeter-wave radar appliesmillimeter wave to the target and detects the millimeter wave reflectedfrom the target to measure the distance to the target and/or thedirection of the target. The camera is placed on the back side of a roommirror in the vehicle compartment, for example, to take a picture of anarea located forward of vehicle 1. The image taken by the camera can besubjected to image processing by an image processor equipped withartificial intelligence (AI). The information obtained by sensors forperception 32 is output to compute assembly 31.

Sensors for pose 33 detect the pose, the behavior, and the position ofvehicle 1. Specifically, sensors for pose 33 include an inertialmeasurement unit (IMU) and a GPS (Global Positioning System), forexample.

The IMU detects, for example, the deceleration of vehicle 1 in thelongitudinal direction, the transverse direction, and the verticaldirection, as well as the angular velocity of vehicle 1 in the rolldirection, the pitch direction, and the yaw direction. The GPS usesinformation received from a plurality of GPS satellites orbiting aroundthe earth to detect the position of vehicle 1. The information acquiredby sensors for pose 33 is also output to compute assembly 31.

HMI 34 includes, for example, a display device, an audio output device,and an operation device. Specifically, HMI 34 may include a touch paneldisplay and/or a smart speaker (AI speaker). During autonomous drivingof vehicle 1, during driving in the manual mode, or during modetransition, for example, HMI 34 provides information to a user orreceives user’s operation.

Sensor cleaning 35 is configured to remove dirt stuck to each sensor.More specifically, sensor cleaning 35 removes dirt on a camera lens, alaser emission part or a millimeter-wave emission part, for example,with a cleaning liquid or wiper, for example.

Vehicle control interface 4 includes a vehicle control interface box(VCIB) 41 and a VCIB 42. VCIBs 41, 42 each include therein, a processorsuch as CPU (Central Processing Unit), and a memory such as ROM (ReadOnly Memory) and RAM (Random Access Memory). Each of VCIB 41 and VCIB 42is connected communicatively to compute assembly 31 of ADK 3. VCIB 41and VCIB 42 are connected to be capable of communicating with eachother.

Each of VCIB 41 and VCIB 42 relays various commands from ADK 3 andoutputs each relayed command as a control command to VP 5. Morespecifically, each of VCIB 41 and VCIB 42 uses a program or the likestored in the memory to convert various commands that are output fromADK 3 into control commands to be used for controlling each system of VP5, and outputs the control commands to a system to which it isconnected. Moreover, each of VCIB 41 and VCIB 42 performs appropriateprocessing (including relaying) on the vehicle information that isoutput from VP 5, and outputs the resultant information as vehicleinformation to ADK 3.

Although VCIB 41 and VCIB 42 differ from each other in terms of some ofconstituent parts of VP 5 to which VCIB 41 and VCIB 42 are connected,basically they have equivalent functions. VCIB 41 and VCIB 42 haveequivalent functions regarding operation of the brake system andoperation of the steering system for example, so that the control systembetween ADK 3 and VP 5 is made redundant (duplicated). Therefore, evenwhen some fault occurs to a part of the systems, the control system canbe switched or the control system to which the fault has occurred can beinterrupted, for example, to maintain the functions (such as steeringand braking) of VP 5.

VP 5 includes a brake pedal 50, brake systems 511, 512, a wheel speedsensor 52, steering systems 531, 532, pinion angle sensors 541, 542, anEPB (Electric Parking Brake) system 551, a P (parking) lock system 552,a propulsion system 56, a PCS (Pre-Crash Safety) system 57, acamera/radar 58, and a body system 59.

VCIB 41 is connected communicatively with brake system 512, steeringsystem 531, and P lock system 552, among a plurality of systems of VP 5(namely EPB 551, propulsion system 56 and body system 59), through acommunication bus. VCIB 42 is connected communicatively with brakesystem 511, steering system 532, and P lock system 552, through acommunication bus.

Brake pedal 50 receives driver’s operation (depression). Brake pedal 50is equipped with a brake position sensor (not shown) that detects theamount of depression by which brake pedal 50 is depressed.

Brake systems 511, 512 are configured to control a plurality of brakingdevices (not shown) provided for respective wheels of vehicle 1. Thesebraking devices may include a disc brake system that operates usinghydraulic pressure regulated by an actuator. Brake system 511 and brakesystem 512 may be configured to have equivalent functions.Alternatively, one of brake systems 511, 512 may be configured tocontrol the braking force for each wheel independently while the vehicleis running, and the other may be configured to control the braking forceso that the same braking force is generated for each wheel while thevehicle is running.

In accordance with a predetermined control command transmitted from ADK3 through vehicle control interface 4, each of brake systems 511, 512generates a braking command for the braking device. Moreover, brakesystems 511, 512 control the braking device, using the braking commandgenerated by one of brake systems 511, 512, for example. Further, when afailure occurs to one of brake systems 511, 512, the braking commandgenerated by the other is used to control the braking device.

Wheel speed sensor 52 is connected to brake system 512 in this example.Wheel speed sensor 52 is mounted on each wheel of vehicle 1, forexample. Wheel speed sensor 52 detects the rotational speed of the wheeland outputs the detected rotational speed to brake system 512. Brakesystem 512 outputs, to VCIB 41, the rotational speed of each wheel, asan information item among information items included in the vehicleinformation.

Steering systems 531, 532 are configured to control the steering angleof the steering wheel of vehicle 1, using a steering device (not shown).The steering device includes, for example, a rack-and-pinion EPS(Electric Power Steering) system capable of adjusting the steering angleby an actuator.

Steering system 531 and steering system 532 have equivalent functions.Each of steering systems 531, 532 generates a steering command for thesteering device in accordance with a predetermined control command thatis output from ADK 3 through vehicle control interface 4. Using thesteering command generated by one of steering systems 531, 532, forexample, steering systems 531, 532 control the steering device. When afailure occurs to one of steering systems 531, 532, the steering commendgenerated by the other steering system is used to control the steeringdevice.

Pinion angle sensor 541 is connected to steering system 531. Pinionangle sensor 542 is connected to steering system 532. Each of pinionangle sensors 541, 542 detects the rotational angle (pinon angle) of apinion gear coupled to the rotational shaft of the actuator, and outputsthe detected pinion angle to the associated steering system 531, 532.

EPB system 551 is configured to control an EPB provided in a wheel ofvehicle 1. The EPB is provided separately from the braking device ofbrake systems 511, 512, and fixes the wheel by an operation of anactuator. This actuator may be capable of regulating the hydraulicpressure to be applied to the braking device, separately from brakesystems 511, 512. The EPB fixes a wheel by actuating, with the actuator,a drum brake for a parking brake, for example.

P lock system 552 is configured to control a P lock device (not shown)provided for the transmission of vehicle 1. More specifically, a gear(lock gear) is provided to be coupled to a rotational element in thetransmission. Further, a parking lock pole capable of adjusting theposition by an actuator is also provided for a teeth portion of the lockgear. The P lock device fits a protrusion located on the head of theparking lock pole to thereby fix rotation of the output shaft of thetransmission.

Propulsion system 56 is capable of switching the shift range using ashift device (not shown), and capable of controlling the driving forcefor vehicle 1 in the direction of travel, using a drive source (notshown). The shift device is configured to select a shift range from aplurality of shift ranges. The drive source may include a motorgenerator and an engine, for example.

PCS system 57 conducts control for avoiding collision of vehicle 1and/or reducing damages to vehicle 1, using camera/radar 58. Morespecifically, PCS system 57 is connected to brake system 512. PCS system57 uses camera/radar 58 to detect a forward object, and determineswhether there is a possibility of collision of vehicle 1 against theobject, based on the distance to the object. When PCS system 57determines that there is a possibility of collision, PCS system 57outputs a braking command to brake system 512 so as to increase thebraking force.

Body system 59 is configured to control various constituent parts(direction indicator, horn or wiper, for example), depending on therunning state or the running environment of vehicle 1, for example.

Systems other than brake systems 511, 512 and steering systems 531, 532are also configured to control respective associated devices, inaccordance with a predetermined control command transmitted from ADK 3through vehicle control interface 4. Specifically, EPB system 551receives a control command from ADK 3 through vehicle control interface4, and controls the EPB in accordance with the control command. P locksystem 552 receives a control command from ADK 3 through vehicle controlinterface 4, and controls the P lock device in accordance with thecontrol command. Propulsion system 56 receives a control command fromADK 3 through vehicle control interface 4, and controls the shift deviceand the drive source, in accordance with the control command. Bodysystem 59 receives a control command from ADK 3 through vehicle controlinterface 4, and controls the aforementioned constituent parts inaccordance with the control command.

For the above-described braking device, steering device, EPB, P lock,shift device, and drive source, for example, an operation device thatenables a user to perform manual operation may be provided separately.

Brake Pedal Control

FIG. 3 is a functional block diagram regarding brake pedal control forvehicle 1. Referring to FIGS. 2 and 3 , brake system 511 includes aposition calculator 511A, a target deceleration calculator 511B, and acontroller 511C. Although brake system 511 is described by way ofexample on account of limited space herein, brake system 512 may havesimilar functions to brake system 511.

Position calculator 511A receives, from the brake position sensor (notshown), a signal indicating an amount of depression of brake pedal 50 bya driver, and outputs, to target deceleration calculator 511B, adeceleration request in accordance with the amount of depression ofbrake pedal 50. This deceleration request is hereinafter referred to as“driver deceleration request.” The driver deceleration requestcorresponds to “first deceleration request” of the present disclosure.

ADK 3 outputs a deceleration request to brake system 511 through VCIB41. This deceleration request is hereinafter referred to as “systemdeceleration request.” The system deceleration request corresponds to“second deceleration request” of the present disclosure.

The source of the system deceleration request is not limited to ADK 3,but may be PCS system 57, for example. Moreover, ADK 3 and/or PCS system57 may output the system deceleration request to brake system 511through the other VCIB 42 provided for redundancy.

Target deceleration calculator 511B receives, from ADK 3 through VCIB41, an autonomous driving instruction that instructs transition to anautonomous mode. Target deceleration calculator 511B also receives thedriver deceleration request from position calculator 511A and receivesthe system deceleration request from ADK 3 through VCIB 41. During theautonomous mode, target deceleration calculator 511B calculates the sumof the driver deceleration request and the system deceleration request,and outputs the sum, as a target deceleration of vehicle 1, tocontroller 511C.

Controller 511C controls each of the systems (brake systems 511, 512 andpropulsion system 56, for example) included in VP 5, in accordance withthe target deceleration from target deceleration calculator 511B. Thus,braking control of vehicle 1 is conducted so as to make the decelerationof vehicle 1 closer to the target deceleration.

Control Flow

FIG. 4 is a flowchart showing braking control during the autonomous modeof vehicle 1. The process of the flowchart is performed for each elapseof a predetermined control period, for example. Although each stepincluded in this flowchart is implemented basically by softwareprocessing by VP 5, it may also be implemented by dedicated hardware(electrical circuitry) fabricated in VP 5. The step is abbreviated as“S” herein.

Referring to FIG. 4 , in S1, VP 5 determines whether VP 5 is in theautonomous mode or not. VP 5 has at least a VO (Vehicle Operation) modeand an NVO (Non Vehicle Operation) mode as the autonomous mode. The VOmode refers to a control mode in a situation where a driver is aboardvehicle 1 although vehicle 1 is capable of autonomous driving. The NVOmode refers to a control mode in a situation where vehicle 1 is capableof completely unmanned driving. VP 5 can therefore determine that theVP5 is in the autonomous mode, when the VP 5 is in the VO mode or theNVO mode following an autonomous driving instruction from ADK 3. When VP5 is in the autonomous mode (YES in S1), VP 5 causes the process toproceed to S2. When the VP 5 is not in the autonomous mode (NO in S1),i.e., VP 5 is in a manual mode, VP 5 causes the process to return to themain routine.

In S2, VP 5 acquires an amount of depression of the brake pedalindicated by the brake pedal position signal. The amount of depressionof the brake pedal is represented by a value in a range from 0% to 100%.It should be noted that the amount of depression of the brake pedal mayexceed 100%, due to an assembly error of the brake pedal and/or thebrake position sensor.

In S3, VP 5 calculates the driver deceleration request in accordancewith the amount of depression of the brake pedal. It should be notedthat the driver deceleration request may be calculated based on achange, per unit time, of the amount of depression of the brake pedal,rather than based on the amount of depression of the brake pedal.

In S4, VP 5 acquires the system deceleration request from a system thatmay be ADK 3, for example, through VCIB 41 (may alternatively be VCIB42).

In S5, VP 5 calculates the sum of the driver deceleration requestcalculated in S2 and the system deceleration request acquired in S3. VP5 specifies the sum as a target deceleration. Then, VP 5 controlssystems that may be brake systems 511, 512 and propulsion system 56, forexample, so as to achieve the target deceleration.

As seen from the foregoing, the present embodiment provides vehiclecontrol interface 4 that serves as an interface between ADK 3 and VP 5.Thus, the system deceleration request from ADK 3 is transmitted to VP 5through vehicle control interface 4 (VCIB 41, 42). It is thereforepossible for the developer of ADK 3 to cause ADK 3 to performcommunication following a procedure and a data format (API) for examplethat are defined for vehicle control interface 4, so that ADK 3 and VP 5work in cooperation with each other, even when the developer does nothave knowledge about details of the specification of VP 5. According tothe present embodiment, an appropriate interface can accordingly beprovided between ADK 3 and VP 5.

Example 1

-   Toyota’s MaaS Vehicle Platform-   API Specification-   for ADS Developers

[Standard Edition #0.1] History of Revision

TABLE 1 Date of Revision ver. Summary of Revision Reviser 2019/05/04 0.1Creating a new material MaaS Business Div.

Index

-   1. Outline    -   1.1. Purpose of this Specification    -   1.2. Target Vehicle    -   1.3. Definition of Term    -   1.4. Precaution for Handling-   2. Structure    -   2.1. Overall Structure of MaaS    -   2.2. System structure of MaaS vehicle-   3. Application Interfaces    -   3.1. Responsibility sharing of when using APIs    -   3.2. Typical usage of APIs    -   3.3. APIs for vehicle motion control        -   3.3.1. Functions        -   3.3.2. Inputs        -   3.3.3. Outputs    -   3.4. APIs for BODY control        -   3.4.1. Functions        -   3.4.2. Inputs        -   3.4.3. Outputs    -   3.5. APIs for Power control        -   3.5.1. Functions        -   3.5.2. Inputs        -   3.5.3. Outputs    -   3.6. APIs for Safety        -   3.6.1. Functions        -   3.6.2. Inputs        -   3.6.3. Outputs    -   3.7. APIs for Security        -   3.7.1. Functions        -   3.7.2. Inputs        -   3.7.3. Outputs    -   3.8. APIs for MaaS Service        -   3.8.1. Functions        -   3.8.2. Inputs        -   3.8.3. Outputs

1. Outline 1.1. Purpose of This Specification

This document is an API specification of Toyota Vehicle Platform andcontains the outline, the usage and the caveats of the applicationinterface.

1.2. Target Vehicle

e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle)manufactured by Toyota

1.3. Definition of Term

TABLE 2 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP’s sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Structure 2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 5).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. System Structure of MaaS Vehicle

The system architecture as a premise is shown (FIG. 6 ).

The target vehicle will adopt the physical architecture of using CAN forthe bus between ADS and VCIB. In order to realize each API in thisdocument, the CAN frames and the bit assignments are shown in the formof “bit assignment table” as a separate document.

3. Application Interfaces 3.1. Responsibility Sharing of When Using APIs

Basic responsibility sharing between ADS and vehicle VP is as followswhen using APIs.

Ads

The ADS should create the driving plan, and should indicate vehiclecontrol values to the VP.

Vp

The Toyota VP should control each system of the VP based on indicationsfrom an ADS.

3.2. Typical Usage of APIs

In this section, typical usage of APIs is described.

CAN will be adopted as a communication line between ADS and VP.Therefore, basically, APIs should be executed every defined cycle timeof each API by ADS.

A typical workflow of ADS of when executing APIs is as follows (FIG. 7).

3.3. APIs for Vehicle Motion Control

In this section, the APIs for vehicle motion control which iscontrollable in the MaaS vehicle is described.

3.3.1. Functions 3.3.1.1. Standstill, Start Sequence

The transition to the standstill (immobility) mode and the vehicle startsequence are described. This function presupposes the vehicle is inAutonomy_State = Autonomous Mode. The request is rejected in othermodes.

The below diagram shows an example.

Acceleration Command requests deceleration and stops the vehicle. Then,when Longitudinal_Velocity is confirmed as 0 [km/h], Standstill Command= “Applied” is sent. After the brake hold control is finished,Standstill Status becomes “Applied”. Until then, Acceleration Commandhas to continue deceleration request. Either Standstill Command =“Applied” or Acceleration Command’s deceleration request were canceled,the transition to the brake hold control will not happen. After that,the vehicle continues to be standstill as far as Standstill Command =“Applied” is being sent. Acceleration Command can be set to 0 (zero)during this period.

If the vehicle needs to start, the brake hold control is cancelled bysetting Standstill Command to “Released”. At the same time,acceleration/deceleration is controlled based on Acceleration Command(FIG. 8 ).

EPB is engaged when Standstill Status = “Applied” continues for 3minutes.

3.3.1.2. Direction Request Sequence

The shift change sequence is described. This function presupposes thatAutonomy_State = Autonomous Mode. Otherwise, the request is rejected.

Shift change happens only during Actual_Moving_Direction =“standstill”). Otherwise, the request is rejected.

In the following diagram shows an example. Acceleration Command requestsdeceleration and makes the vehicle stop. After Actual_Moving_Directionis set to “standstill”, any shift position can be requested byPropulsion Direction Command. (In the example below, “D” → “R”).

During shift change, Acceleration Command has to request deceleration.

After the shift change, acceleration/deceleration is controlled based onAcceleration Command value (FIG. 9 ).

3.3.1.3. WheelLock Sequence

The engagement and release of wheel lock is described. This functionpresupposes Autonomy_State = Autonomous Mode, otherwise the request isrejected.

This function is conductible only during vehicle is stopped.Acceleration Command requests deceleration and makes the vehicle stop.After Actual_Moving_Direction is set to “standstill”, WheelLock isengaged by Immobilization Command = “Applied”. Acceleration Command isset to Deceleration until Immobilization Status is set to “Applied”.

If release is desired, Immobilization Command = “Release” is requestedwhen the vehicle is stationary. Acceleration Command is set toDeceleration at that time.

After this, the vehicle is accelerated/decelerated based on AccelerationCommand value (FIG. 10 ).

3.3.1.4. Road_Wheel_Angle Request

This function presupposes Autonomy_State = “Autonomous Mode”, and therequest is rejected otherwise.

Tire Turning Angle Command is the relative value fromEstimated_Road_Wheel_Angle_Actual.

For example, in case that Estimated_Road_Wheel_Angle_Actual = 0.1 [rad]while the vehicle is going straight;

If ADS requests to go straight ahead, Tire Turning Angle Command shouldbe set to 0+0.1 = 0.1 [rad].

If ADS requests to steer by -0.3 [rad], Tire Turning Angle Commandshould be set to -0.3+0.1 = -0.2 [rad].

3.3.1.5. Rider Operation 3.3.1.5.1. Acceleration Pedal Operation

While in Autonomous driving mode, accelerator pedal stroke is eliminatedfrom the vehicle acceleration demand selection.

3.3.1.5.2. Brake Pedal Operation

The action when the brake pedal is operated. In the autonomy mode,target vehicle deceleration is the sum of 1) estimated deceleration fromthe brake pedal stroke and 2) deceleration request from AD system.

3.3.1.5.3. Shift_Lever_Operation

In Autonomous driving mode, driver operation of the shift lever is notreflected in Propulsion Direction Status.

If necessary, ADS confirms Propulsion Direction by Driver and changesshift position by using Propulsion Direction Command.

3.3.1.5.4. Steering Operation

When the driver (rider) operates the steering, the maximum is selectedfrom

-   1) the torque value estimated from driver operation angle, and-   2) the torque value calculated from requested wheel angle.

Note that Tire Turning Angle Command is not accepted if the driverstrongly turns the steering wheel. The above-mentioned is determined bySteering_Wheel_Intervention flag.

3.3.2. Inputs

TABLE 3 Signal Name Description Redundancy Propulsion Direction CommandRequest to switch between forward (D range) and back (R range) N/AImmobilization Command Request to engage/release WheelLock AppliedStandstill Command Request to maintain stationary Applied AccelerationCommand Request to accelerate/decelerate Applied Tire Turning AngleCommand Request front wheel angle Applied Autonomization Command Requestto transition between manual mode and autonomy mode Applied

3.3.2.1. Propulsion Direction Command Request to Switch Between Forward(D Range) and Back (R Range) Values

TABLE 4 value Description Remarks 0 No Request 2 R Shift to R range 4 DShift to D range other Reserved

Remarks

-   Only available when Autonomy_State = “Autonomous Mode”-   D/R is changeable only the vehicle is stationary    (Actual_Moving_Direction = “standstill”).-   The request while driving (moving) is rejected.-   When system requests D/R shifting, Acceleration Command is sent    deceleration (-0.4 m/s²) simultaneously. (Only while brake is    applied.)-   The request may not be accepted in following cases.-   Direction_Control_Degradation_Modes = “Failure detected”

3.3.2.2. Immobilization Command Request to Engage/Release WheelLockValues

TABLE 5 value Description Remarks 0 No Request 1 Applied EPB is turnedon and TM shifts to P range 2 Released EPB is turned off and TM shiftsto the value of Propulsion Direction Command

Remarks

-   Available only when Autonomy_State = “Autonomous Mode”-   Changeable only when the vehicle is stationary    (Actual_Moving_Direction = “standstill”)-   The request is rejected when vehicle is running.-   When Apply/Release mode change is requested, Acceleration Command is    set to deceleration (-0.4 m/s²). (Only while brake is applied.)

3.3.2.3. Standstill Command Request the Vehicle to Be Stationary Values

TABLE 6 value Description Remarks 0 No Request 1 Applied Standstill isrequested 2 Released

Remarks

-   Only available when Autonomy_State = “Autonomous Mode”-   Confirmed by Standstill Status = “Applied”-   When the vehicle is stationary (Actual_Moving_Direction =    “standstill”), transition to Stand Still is enabled.-   Acceleration Command has to be continued until Standstill Status    becomes “Applied” and Acceleration Command’s deceleration request    (-0.4 m/s²) should be continued.-   There are more cases where the request is not accepted. Details are    T.B.D.

3.3.2.4. Acceleration Command Command Vehicle Acceleration Values

Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s²]

Remarks

-   Only available when Autonomy_State = “Autonomous Mode”-   Acceleration (+) and deceleration (-) request based on Propulsion    Direction Status direction-   The upper/lower limit will vary based on    Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability.-   When acceleration more than Estimated_Max_Accel_Capability is    requested, the request is set to Estimated_Max_Accel_Capability.-   When deceleration more than Estimated_Max_Decel_Capability is    requested, the request is set to Estimated_Max_Decel_Capability.-   Depending on the accel/brake pedal stroke, the requested    acceleration may not be met. See 3.4.1.4 for more detail.-   When Pre-Collision system is activated simultaneously, minimum    acceleration (maximum deceleration) is selected.

3.3.2.5. Tire Turning Angle Command Command Tire Turning Angle Values

TABLE 7 value Description Remarks - [unit: rad]

Remarks

-   Left is positive value (+). Right is negative value (-).-   Available only when Autonomy_State = “Autonomous Mode”-   The output of Estimated_Road_Wheel_Angle_Actual when the vehicle is    going straight, is set to the reference value (0).-   This requests relative value of Estimated_Road_Wheel_Angle_Actual.    (See 3.4.1.1 for details)-   The requested value is within Current_Road_Wheel_Angle_Rate_Limit.-   The requested value may not be fulfilled depending on the steer    angle by the driver.

3.3.2.6. Autonomization Command Request to Transition Between ManualMode and Autonomy Mode Values

TABLE 8 value Description Remarks 00b No Request For Autonomy 01bRequest For Autonomy 10b Deactivation Request means transition requestto manual mode

-   The mode may be able not to be transitioned to Autonomy mode. (e.g.    In case that a failure occurs in the vehicle platform.)

3.3.3. Outputs

TABLE 9 Signal Name Description Redundancy Propulsion Direction StatusCurrent shift range N/A Propulsion Direction by Driver Shift leverposition by driver N/A Immobilization Status Output of EPB and Shift PApplied Immobilization Request by Driver EPB switch status by driver N/AStandstill Status Stand still status N/A Estimated_Coasting_RateEstimated vehicle deceleration when throttle is closed N/AEstimated_Max_Accel_Capability Estimated maximum acceleration AppliedEstimated_Max_Decel_Capability Estimated maximum deceleration AppliedEstimated_Road_Wheel_Angle_ Actual Front wheel steer angle AppliedEstimated_Road_Wheel_Angle_ Rate_Actual Front wheel steer angle rateApplied Steering_Wheel_Angle_Actual Steering wheel angle N/ASteering_Wheel_Angle_Rate_ Actual Steering wheel angle rate N/ACurrent_Road_Wheel_Angle_ Rate_Limit Road wheel angle rate limit AppliedEstirnated_Max_Lateral_ Acceleration_Capability Estimated max lateralacceleration Applied Estimated_Max_Lateral_ Acceleration_Rate_CapabilityEstimated max lateral acceleration rate AppliedAccelerator_Pedal_Position Position of the accelerator pedal (How muchis the pedal depressed?) N/A Accelerator_Pedal_Intervention This signalshows whether the accelerator pedal is depressed by a driver(intervention) N/A Brake_Pedal_Position Position of the brake pedal (Howmuch is the pedal depressed?) T.B.D. Brake_Pedal_Intervention Thissignal shows whether the brake pedal is depressed by a driver(intervention) T.B.D. Steering_Wheel_Intervention This signal showswhether the steering wheel is turned by a driver (intervention) T.B.D.Shift_Lever_Intervention This signal shows whether the shift lever iscontrolled by a driver (intervention) T.B.D. WheelSpeed_FL wheel speedvalue (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation directionof wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front RightWheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (FrontRight) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) AppliedWheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) AppliedWheelSpeed_RR wheel speed value (Rear Right Wheel) AppliedWheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) AppliedActual_Moving_Direction Moving direction of vehicle AppliedLongitudinal_Velocity Estimated longitudinal velocity of vehicle AppliedLongitudinal_Acceleration Estimated longitudinal acceleration of vehicleApplied Lateral_Acceleration Sensor value of lateral acceleration ofvehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_StateState of whether autonomy mode or manual mode Applied Autonomy_ReadySituation of whether the vehicle can transition to autonomy mode or notApplied Autonomy_Fault Status of whether the fault regarding afunctionality in autonomy mode occurs or not Applied

3.3.3.1. Propulsion Direction Status Current Shift Range Values

TABLE 10 value Description remarks 0 Reserved 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   When the shift range is indeterminate, this output is set to    “Invalid Value”.-   When the vehicle becomes the following status during VO mode,    [Propulsion Direction Status] will turn to “P”.    -   [Longitudinal_Velocity] = 0 [km/h]    -   [Brake_Pedal_Position] < Threshold value (T.B.D.) (in case of        being determined that the pedal isn’t depressed)    -   [1st_Left_Seat_Belt_Status] = Unbuckled    -   [1st_Left_Door_Open_Status] = Opened

3.3.3.2. Propulsion Direction by Driver Shift Lever Position by DriverOperation Values

TABLE 11 value Description remarks 0 No Request 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   Output based on the lever position operated by driver-   If the driver releases his hand of the shift lever, the lever    returns to the central position and the output is set as “No    Request”.-   When the vehicle becomes the following status during NVO mode,    [Propulsion Direction by Driver] will turn to “1(P)”.    -   [Longitudinal_Velocity] = 0 [km/h]    -   [Brake_Pedal_Position] < Threshold value (T.B.D.) (in case of        being determined that the pedal isn’t depressed)    -   [1st_Left_Seat_Belt_Status] = Unbuckled    -   [1st_Left_Door_Open_Status] = Opened

3.3.3.3. Immobilization Status Output EPB and Shift-P Status ValuesPrimary

TABLE 12 Value Description Remarks Shift EPB 0 0 Shift set to other thanP, and EPB Released 1 0 Shift set to P and EPB Released 0 1 Shift set toother than P, and EPB applied 1 1 Shift set to P and EPB Applied

Secondary

TABLE 13 Value Description Remarks Shift 0 0 Other than Shift P 1 0Shift P 0 1 Reserved 1 1 Reserved

Remarks

-   Secondary signal does not include EPB lock status.

3.3.3.4. Immobilization Request by Driver Driver Operation of EPB SwitchValues

TABLE 14 value Description remarks 0 No Request 1 Engaged 2 Released 3Invalid value

Remarks

-   “Engaged” is outputted while the EPB switch is being pressed.-   “Released” is outputted while the EPB switch is being pulled.

3.3.3.5. Standstill Status Vehicle Stationary Status Values

TABLE 15 Value Description remarks 0 Released 1 Applied 2 Reserved 3Invalid value

Remarks

-   When Standstill Status = Applied continues for 3 minutes, EPB is    activated.-   If the vehicle is desired to start, ADS requests Standstill Command    = “Released”.

3.3.3.6. Estimated_Coasting_Rate Estimated Vehicle Deceleration WhenThrottle Is Closed Values Unit: M/S² Remarks

-   Estimated acceleration at WOT is calculated.-   Slope and road load etc. are taken into estimation.-   When the Propulsion Direction Status is “D”, the acceleration to the    forward direction shows a positive value.-   When the Propulsion Direction Status is “R”, the acceleration to the    reverse direction shows a positive value.

3.3.3.7. Estimated_Max_Accel_Capability Estimated Maximum AccelerationValues Unit: M/S² Remarks

-   The acceleration at WOT is calculated.-   Slope and road load etc. are taken into estimation.-   The direction decided by the shift position is considered to be    plus.

3.3.3.8. Estimated_Max_Decel_Capability Estimated Maximum DecelerationValues -9.8 To 0 [Unit: M/S²] Remarks

-   Affected by Brake_System_Degradation_Modes. Details are T.B.D.-   Based on vehicle state or road condition, cannot output in some    cases

3.3.3.9. Estimated_Road_Wheel_Angle_Actual Front Wheel Steer AngleValues

TABLE 16 value Description Remarks others [unit: rad] Minimum ValueInvalid value The sensor is invalid.

Remarks

-   Left is positive value (+). Right is negative value (-).-   Before “the wheel angle when the vehicle is going straight” becomes    available, this signal is Invalid value.

3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual Front Wheel Steer AngleRate Values

TABLE 17 value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   Left is positive value (+). Right is negative value (-).

3.3.3.11. Steering_Wheel_Angle_Actual Steering Wheel Angle Values

TABLE 18 Value Description Remarks others [unit: rad] Minimum ValueInvalid value

Remarks

-   Left is positive value (+). Right is negative value (-).-   The steering angle converted from the steering assist motor angle-   Before “the wheel angle when the vehicle is going straight” becomes    available, this signal is Invalid value.

3.3.3.12. Steering_Wheel_Angle_Rate_Actual Steering Wheel Angle RateValues

TABLE 19 Value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   Left is positive value (+). Right is negative value (-).-   The steering angle rate converted from the steering assist motor    angle rate

3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit Road Wheel Angle RateLimit Values

-   When stopped: 0.4 [rad/s]-   While running: Show “Remarks”

Remarks

Calculated from the “vehicle speed - steering angle rate” chart likebelow

-   A) At a very low speed or stopped situation, use fixed value of 0.4    [rad/s]-   B) At a higher speed, the steering angle rate is calculated from the    vehicle speed using 2.94 m/s³

The threshold speed between A and B is 10 [km/h] (FIG. 11 ).

3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability Estimated MaxLateral Acceleration Values 2.94 [Unit: M/S²] Fixed Value Remarks

-   Wheel Angle controller is designed within the acceleration range up    to 2.94 m/s².

3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability EstimatedMax Lateral Acceleration Rate Values 2.94 [Unit: M/S³] Fixed ValueRemarks

-   Wheel Angle controller is designed within the acceleration range up    to 2.94 m/s³.

3.3.3.16. Accelerator_Pedal_Position Position of the Accelerator Pedal(How Much Is the Pedal Depressed?) Values 0 to 100 [Unit: %] Remarks

-   In order not to change the acceleration openness suddenly, this    signal is filtered by smoothing process.-   In normal condition    -   The accelerator position signal after zero point calibration is        transmitted.-   In failure condition    -   Transmitted failsafe value (0×FF)

3.3.3.17. Accelerator_Pedal_Intervention

This signal shows whether the accelerator pedal is depressed by a driver(intervention).

Values

TABLE 20 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy acceleration

Remarks

-   When Accelerator_Pedal_Position is higher than the defined threshold    value (ACCL_INTV), this signal [Accelerator_Pedal_Intervention] will    turn to “depressed”.

When the requested acceleration from depressed acceleration pedal ishigher than the requested acceleration from system (ADS, PCS etc.), thissignal will turn to “Beyond autonomy acceleration”.

-   During NVO mode, accelerator request will be rejected. Therefore,    this signal will not turn to “2”.

Detail design (FIG. 12 )

3.3.3.18. Brake Pedal Position Position of the Brake Pedal (How Much Isthe Pedal Depressed?) Values 0 to 100 [Unit: %] Remarks

-   In the brake pedal position sensor failure:    -   Transmitted failsafe value (0×FF)-   Due to assembling error, this value might be beyond 100%.

3.3.3.19. Brake Pedal Intervention

This signal shows whether the brake pedal is depressed by a driver(intervention).

Values

TABLE 21 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy deceleration

Remarks

-   When Brake_Pedal_Position is higher than the defined threshold value    (BRK_INTV), this signal [Brake_Pedal_Intervention] will turn to    “depressed”.-   When the requested deceleration from depressed brake pedal is higher    than the requested deceleration from system (ADS, PCS etc.), this    signal will turn to “Beyond autonomy deceleration”.

Detail design (FIG. 13 )

3.3.3.20. Steering_Wheel_Intervention

This signal shows whether the steering wheel is turned by a driver(intervention).

Values

TABLE 22 Value Description Remarks 0 Not turned 1 Turned collaborativelyDriver steering torque + steering motor torque 2 Turned by human driver

Remarks

-   In “Steering Wheel Intervention = 1”, considering the human driver’s    intent, EPS system will drive the steering with the Human driver    collaboratively.-   In “Steering Wheel Intervention = 2”, considering the human driver’s    intent, EPS system will reject the steering requirement from    autonomous driving kit. (The steering will be driven the human    driver.)

3.3.3.21. Shift Lever Intervention

This signal shows whether the shift lever is controlled by a driver(intervention).

Values

TABLE 23 Value Description Remarks 0 OFF 1 ON Controlled (moved to anyshift position)

Remarks

-   · N/A

3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RRWheel Speed Value Values

TABLE 24 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   T.B.D.

3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation,WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation

Rotation direction of each wheel

Values

TABLE 25 value Description remarks 0 Forward 1 Reverse 2 Reserved 3Invalid value The sensor is invalid.

Remarks

-   After activation of ECU, until the rotation direction is fixed,    “Forward” is set to this signal.-   When detected continuously 2 (two) pulses with the same direction,    the rotation direction will be fixed.

3.3.3.24. Actual_Moving_Direction

Rotation direction of wheel

Values

TABLE 26 value Description remarks 0 Forward 1 Reverse 2 Standstill 3Undefined

Remarks

-   This signal shows “Standstill” when four wheel speed values are “0”    during a constant time.-   When other than above, this signal will be determined by the    majority rule of four WheelSpeed_Rotations.-   When more than two WheelSpeed_Rotations are “Reverse”, this signal    shows “Reverse”.-   When more than two WheelSpeed_Rotations are “Forward”, this signal    shows “Forward” .-   When “Forward” and “Reverse” are the same counts, this signal shows    “Undefined”.

3.3.3.25. Longitudinal_Velocity

Estimated longitudinal velocity of vehicle

Values

TABLE 27 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   This signal is output as the absolute value.

3.3.3.26. Longitudinal_Acceleration

Estimated longitudinal acceleration of vehicle

Values

TABLE 28 value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   This signal will be calculated with wheel speed sensor and    acceleration sensor.-   When the vehicle is driven at a constant velocity on the flat road,    this signal shows “0”.

3.3.3.27. Lateral_Acceleration

Sensor value of lateral acceleration of vehicle

Values

TABLE 29 Value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   The positive value means counterclockwise. The negative value means    clockwise.

3.3.3.28. Yawrate

Sensor value of Yaw rate

Values

TABLE 30 Value Description Remarks others Yaw rate [unit: deg/s] MinimumValue Invalid value The sensor is invalid.

Remarks

-   The positive value means counterclockwise. The negative value means    clockwise.

3.3.3.29. Autonomy_State

State of whether autonomy mode or manual mode

Values

TABLE 31 value Description Remarks 00 Manual Mode The mode starts fromManual mode. 01 Autonomous Mode

Remarks

-   The initial state is the Manual mode. (When Ready ON, the vehicle    will start from the Manual mode.)

3.3.3.30. Autonomy_Ready

Situation of whether the vehicle can transition to autonomy mode or not

Values

TABLE 32 value Description Remarks 00b Not Ready For Autonomy 01b ReadyFor Autonomy 11b Invalid means the status is not determined.

Remarks

-   This signal is a part of transition conditions toward the Autonomy    mode.

Please see the summary of conditions.

3.3.3.31. Autonomy_Fault

Status of whether the fault regarding a functionality in autonomy modeoccurs or not

Values

TABLE 33 value Description Remarks 00b No fault 01b Fault 11b Invalidmeans the status is not determined.

Remarks

-   [T.B.D.] Please see the other material regarding the fault codes of    a functionality in autonomy mode.-   [T.B.D.] Need to consider the condition to release the status of    “fault”.

3.4. APIs for BODY Control 3.4.1. Functions

T.B.D.

3.4.2. Inputs

TABLE 34 Signal Name Description Redundancy Turnsignallight_Mode_CommandCommand to control the turnsignallight mode of the vehicle platform N/AHeadlight_Mode_Command Command to control the headlight mode of thevehicle platform N/A Hazardlight_Mode_Command Command to control thehazardlight mode of the vehicle platform N/A Horn_Pattern_CommandCommand to control the pattern of horn ON-time and OFF-time per cycle ofthe vehicle platform N/A Horn_Number_of_Cycle_Command Command to controlthe Number of horn ON/OFF cycle of the vehicle platform N/AHorn_Continuous_Command Command to control of horn ON of the vehicleplatform N/A Windshieldwiper_Mode_Front_ Command Command to control thefront windshield wiper of the vehicle platform N/AWindshieldwiper_Intermittent_ Wiping_Speed_Command Command to controlthe Windshield wiper actuation interval at the Intermittent mode N/AWindshieldwiper_Mode_Rear_ Command Command to control the rearwindshield wiper mode of the vehicle platform N/A Hvac_1st_CommandCommand to start/stop 1st row air conditioning control N/AHvac_2nd_Command Command to start/stop 2nd row air conditioning controlN/A Hvac_TargetTemperature_ 1st_Left_Command Command to set the targettemperature around front left area N/A Hvac_TargetTemperature_1st_Right_Command Command to set the target temperature around frontright area N/A Hvac_TargetTemperature_ 2nd_Left_Command Command to setthe target temperature around rear left area N/A Hvac_TargetTemperature_2nd_Right_Command Command to set the target temperature around rearright area N/A Hvac_Fan_Level_1st_Row_ Command Command to set the fanlevel on the front AC N/A _vac_Fan_Level_2nd_Row_ Command Command to setthe fan level on the rear AC N/A Hvac_1st_Row_AirOutlet_Mode_ CommandCommand to set the mode of 1st row air outlet N/AHvac_2nd_Row_AirOutlet_Mode_ Command Command to set the mode of 2nd rowair outlet N/A Hvac_Recirculate_Command Command to set the airrecirculation mode N/A Hvac_AC_Command Command to set the AC mode N/A

3.4.2.1. Turnsignallight_Mode_Command

Command to control the turnsignallight mode of the vehicle platform

Values

TABLE 35 value Description remarks 0 OFF Blinker OFF 1 Right Rightblinker ON 2 Left Left blinker ON 3 reserved

Remarks

T.B.D.

Detailed Design

When Turnsignallight_Mode_Command = 1, vehicle platform sends leftblinker on request.

When Turnsignallight_Mode_Command = 2, vehicle platform sends rightblinker on request.

3.4.2.2. Headlight_Mode_Command

Command to control the headlight mode of the vehicle platform

Values

TABLE 36 Value Description remarks 0 No Request Keep current mode 1 TAILmode request side lamp mode 2 HEAD mode request Lo mode 3 AUTO moderequest 4 HI mode request 5 OFF Mode Request 6-7 reserved

Remarks

-   This command is valid when Headlight_Driver_Input = OFF or Auto mode    ON.-   Driver input overrides this command.-   Headlight mode changes when Vehicle platform receives once this    command.

3.4.2.3. Hazardlight_Mode_Command

Command to control the hazardlight mode of the vehicle platform

Values

TABLE 37 value Description remarks 0 OFF command for hazardlight OFF 1ON command for hazardlight ON

Remarks

-   Driver input overrides this command.-   Hazardlight is active during Vehicle Platform receives ON command.

3.4.2.4. Horn_Pattern_Command

Command to control the pattern of horn ON-time and OFF-time per cycle ofthe vehicle platform

Values

TABLE 38 value Description remarks 0 No request 1 Pattern 1 ON-time: 250ms OFF-time: 750 ms 2 Pattern 2 ON-time: 500 ms OFF-time: 500 ms 3Pattern 3 reserved 4 Pattern 4 reserved 5 Pattern 5 reserved 6 Pattern 6reserved 7 Pattern 7 Reserved

Remarks

-   Pattern 1 is assumed to use single short ON, Pattern 2 is assumed to    use ON-OFF repeating.-   Detail is under internal discussion.

3.4.2.5. Horn_Number_of_Cycle_Command

Command to control the Number of horn ON/OFF cycle of the vehicleplatform

Values

0~7 [-]

Remarks

-   Detail is under internal discussion.

3.4.2.6. Horn_Continuous_Command

Command to control of horn ON of the vehicle platform

Values

TABLE 39 value Description remarks 0 No request 1 ON request

Remarks

-   This command overrides Horn_Pattern_Command,    Horn_Number_of_Cycle_Command.-   Horn is active during Vehicle Platform receives ON command.-   Detail is under internal discussion.

3.4.2.7. Windshieldwiper_Mode_Front_Command

Command to control the front windshield wiper of the vehicle platform

Values

TABLE 40 value Description remarks 0 OFF mode request 1 Lo mode request2 Hi mode request 3 Intermittent mode request 4 Auto mode request 5 Mistmode request One-Time Wiping 6, 7 Reserved

Remarks

-   This command is under internal discussion the timing of valid.-   This command is valid when Windshieldwiper_Front_Driver_Input = OFF    or Auto mode ON.-   Driver input overrides this command.-   Windshieldwiper mode is kept during Vehicle platform is receiving    the command.

3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command

Command to control the Windshield wiper actuation interval at theIntermittent mode

Values

TABLE 41 value Description remarks 0 FAST 1 SECOND FAST 2 THIRD FAST 3SLOW

Remarks

-   This command is valid when Windshieldwiper_Mode_Front_Status = INT.-   Driver input overrides this command.-   Windshieldwiper intermittent mode changes when Vehicle platform    receives once this command.

3.4.2.9. Windshieldwiper_Mode_Rear_Command

Command to control the rear windshield wiper mode of the vehicleplatform

Values

TABLE 42 value Description Remarks 0 OFF mode request 1 Lo mode request2 reserved 3 Intermittent mode request 4-7 reserved

Remarks

-   Driver input overrides this command.-   Windshieldwiper mode is kept during Vehicle platform is receiving    the command.-   Wiping speed of intermittent mode is not variable.

3.4.2.10. Hvac_1st_Command

Command to start/stop 1st row air conditioning control

Values

TABLE 43 value Description Remarks 00 No request 01 ON means turning the1st air conditioning control to ON 02 OFF means turning the 1st airconditioning control to OFF

Remarks

-   The hvac of S-AM has a synchronization functionality.

Therefore, in order to control 4 (four) hvacs (1st_left/right,2nd_left/right) individually, VCIB achieves the following procedureafter Ready-ON. (This functionality will be implemented from the CV.)

-   #1: Hvac_1st_Command = ON-   #2: Hvac_2nd_Command = ON-   #3: Hvac_TargetTemperature_2nd_Left_Command-   #4: Hvac_TargetTemperature_2nd_Right_Command-   #5: Hvac_Fan_Level_2nd_Row_Command-   #6: Hvac_2nd_Row_AirOutlet_Mode_Command-   #7: Hvac_TargetTemperature_1st_Left_Command-   #8: Hvac_TargetTemperature_1st_Right_Command-   #9: Hvac_Fan_Level_1st_Row_Command-   #10: Hvac_1st_Row_AirOutlet_Mode_Command-   * The interval between each command needs 200 ms or more.-   * Other commands are able to be executed after #1.

3.4.2.11. Hvac_2nd_Command

Command to start/stop 2nd row air conditioning control

Values

TABLE 44 value Description Remarks 00 No request 01 ON means turning the2nd air conditioning control to ON 02 OFF means turning the 2nd airconditioning control to OFF

Remarks

-   · N/A

3.4.2.12. Hvac_TargetTemperature_1st_Left_Command

Command to set the target temperature around front left area

Values

TABLE 45 value Description Remarks 0 No request 60 to 85 [unit: °F] (by1.0° F.) Temperature direction

Remarks

-   · N/A

3.4.2.13. Hvac_TargetTemperature_1st_Right_Command

Command to set the target temperature around front right area

Values

TABLE 46 value Description Remarks 0 No request 60 to 85 [unit: °F] (by1.0° F.) Temperature direction

Remarks

-   · N/A

3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command

Command to set the target temperature around rear left area

Values

TABLE 47 value Description Remarks 0 No request 60 to 85 [unit: °F] (by1.0° F.) Temperature direction

Remarks

-   · N/A

3.4.2.15. Hvac_TargetTemperature_2nd_Right_Command

Command to set the target temperature around rear right area

Values

TABLE 48 value Description Remarks 0 No request 60 to 85 [unit: °F] (by1.0° F.) Temperature direction

Remarks

-   · N/A

3.4.2.16. Hvac_Fan_Level_1st_Row_Command

Command to set the fan level on the front AC

Values

TABLE 49 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   If you would like to turn the fan level to 0 (OFF), you should    transmit “Hvac_1st_Command = OFF”.-   If you would like to turn the fan level to AUTO, you should transmit    “Hvac_1st_Command = ON”.

3.4.2.17. Hvac_Fan_Level_2nd_Row_Command

Command to set the fan level on the rear AC

Values

TABLE 50 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   If you would like to turn the fan level to 0 (OFF), you should    transmit “Hvac_2nd_Command = OFF”.-   If you would like to turn the fan level to AUTO, you should transmit    “Hvac_2nd_Command = ON”.

3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command

Command to set the mode of 1st row air outlet

Values

TABLE 51 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet. 100b F/D Air flows to the feet and thewindshield defogger operates

Remarks

-   · N/A

3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to Set the Mode of2nd Row Air Outlet Values

TABLE 52 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet.

Remarks

-   · N/A

3.4.2.20. Hvac_Recirculate_Command

Command to set the air recirculation mode

Values

TABLE 53 value Description Remarks 00 No request 01 ON means turning theair recirculation mode ON 02 OFF means turning the air recirculationmode OFF

Remarks

-   · N/A

3.4.2.21. Hvac_AC_Command

Command to set the AC mode

Values

TABLE 54 value Description remarks 00 No request 01 ON means turning theAC mode ON 02 OFF means turning the AC mode OFF

Remarks

-   · N/A

3.4.3. Outputs

TABLE 55 Signal Name Description Redundancy Turnsignallight_Mode_StatusStatus of the current turnsignallight mode of the vehicle platform N/AHeadlight_Mode_Status Status of the current headlight mode of thevehicle platform N/A Hazardlight_Mode_Status Status of the currenthazardlight mode of the vehicle platform N/A Horn_Status Status of thecurrent horn of the vehicle platform N/AWindshieldwiper_Mode_Front_Status Status of the current front windshieldwiper mode of the vehicle platform N/A Windshieldwiper_Mode_Rear_StatusStatus of the current rear windshield wiper mode of the vehicle platformN/A Hvac_1^(st)_Status Status of activation of the 1^(st) row HVAC N/AHvac_2^(nd)_Status Status of activation of the 2^(nd) row HVAC N/AHvac_Temperature_1^(st)_Left_Status Status of set temperature of 1^(st)row left N/A Hvac_Temperature_1^(st)_Right_Status Status of settemperature of 1^(st) row right N/A Hvac­_Temperature_2^(nd)_Left_StatusStatus of set temperature of 2^(nd) row left N/AHvac_Temperature_2^(nd)_Right_Status Status of set temperature of 2^(nd)row right N/A Hvac_Fan_Level_1^(st)_Row_Status Status of set fan levelof 1^(st) row N/A Hvac_Fan_Level_2^(nd)_Row_Status Status of set fanlevel of 2^(nd) row N/A Hvac_1st_Row_AirOutlet_Mode_Status Status ofmode of 1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Status Statusof mode of 2nd row air outlet N/A Hvac­_Recirculate­_Status Status of setair recirculation mode N/A Hvac_AC_Status Status of set AC mode N/A1st_Right_Seat_Occupancy_Status Seat occupancy status in 1st left seat -1st_Left_Seat_Belt_Status Status of driver’s seat belt buckle switch -1st_Right_Seat_Belt_Status Status of passenger’s seat belt buckleswitch - 2nd_Left_Seat_Belt_Status Seat belt buckle switch status in 2ndleft seat - 2nd_Right_Seat_Belt_Status Seat belt buckle switch status in2nd right seat -

3.4.3.1. Turnsignallight_Mode_Status

Status of the current turnsignallight mode of the vehicle platform

Values

TABLE 56 value Description Remarks 0 OFF Turn lamp = OFF 1 Left Turnlamp L = ON (flashing) 2 Right Turn lamp R = ON (flashing) 3 invalid

Remarks

-   At the time of the disconnection detection of the turn lamp, state    is ON.-   At the time of the short detection of the turn lamp, State is OFF.

3.4.3.2. Headlight_Mode_Status

Status of the current headlight mode of the vehicle platform

Values

TABLE 57 Value Description Remarks 0 OFF 1 TAIL 2 Lo 3 reserved 4 Hi 5-6reserved 7 invalid

Remarks

N/A

Detailed Design

-   At the time of tail signal ON, Vehicle Platform sends 1.-   At the time of Lo signal ON, Vehicle Platform sends 2.-   At the time of Hi signal ON, Vehicle Platform sends 4.-   At the time of any signal above OFF, Vehicle Platform sends 0.

3.4.3.3. Hazardlight_Mode_Status

Status of the current hazard lamp mode of the vehicle platform

Values

TABLE 58 Value Description Remarks 0 OFF Hazard lamp = OFF 1 HazardHazard lamp = ON (flashing) 2 reserved 3 invalid

Remarks

N/A

3.4.3.4. Horn_Status

Status of the current horn of the vehicle platform

Values

TABLE 59 Value Description Remarks 0 OFF 1 ON 2 reserved (unsupport) 3invalid (unsupport)

Remarks

-   cannot detect any failure.-   Vehicle platform sends “1” during Horn Pattern Command is active, if    the horn is OFF.

3.4.3.5. Windshieldwiper_Mode_Front_Status

Status of the current front windshield wiper mode of the vehicleplatform

Values

TABLE 60 Value Description Remarks 0 OFF Front wiper stopped 1 Lo Frontwiper being active in LO mode (also including being active in MIST,being active in coordination with washer, and being wiping at speedother than HI) 2 Hi Front wiper being active in HI mode 3 INT Frontwiper being active in INT mode (also including motor stop while beingactive in INT mode and being active in INT mode owing to vehicle speedchange function) 4-5 reserved 6 fail Front wiper failed 7 invalid

TABLE 61 Value Description Remarks 0 OFF Front wiper is stopped. 1 LoFront wiper is in LO mode (include in MIST mode, operation with washer,Medium speed). 2 Hi Front wiper is in HI mode. 3 INT Front wiper is inINT mode (include motor stopped between INT mode, INT operation ofvehicle speed change function). 4-5 reserved 6 fail Front wiper is fail.7 invalid

Remarks Fail Mode Conditions

-   detect signal discontinuity-   cannot detect except the above failure.

3.4.3.6. Windshieldwiper_Mode_Rear_Status

Status of the current rear windshield wiper mode of the vehicle platform

Values

TABLE 62 Value Description Remarks 0 OFF Rear wiper stopped 1 Lo Rearwiper being in LO mode 2 reserved 3 INT Rear wiper being in INT mode 4-5reserved 6 fail Rear wiper failed 7 invalid

Remarks

-   cannot detect any failure.

3.4.3.7. Hvac_1st_Status

Status of activation of the 1st row HVAC

Values

TABLE 63 value Description remarks 0b OFF 1b ON

Remarks

-   N/A

3.4.3.8. Hvac_2nd_Status

Status of activation of the 2nd row HVAC

Values

TABLE 64 value Description remarks 0b OFF 1b ON

Remarks

-   N/A

3.4.3.9. Hvac_Temperature_1st_Left_Status

Status of set temperature of 1st row left

Values

TABLE 65 value Description remarks 0 Lo Max cold 60 to 85 [unit: °F]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   N/A

3.4.3.10. Hvac_Temperature_1st_Right_Status

Status of set temperature of 1st row right

Values

TABLE 66 value Description remarks 0 Lo Max cold 60 to 85 [unit: °F]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   N/A

3.4.3.11. Hvac_Temperature_2nd_Left_Status

Status of set temperature of 2nd row left

Values

TABLE 67 value Description remarks 0 Lo Max cold 60 to 85 [unit: °F]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   N/A

3.4.3.12. Hvac_Temperature_2nd_Right_Status

Status of set temperature of 2nd row right

Values

TABLE 68 value Description remarks 0 Lo Max cold 60 to 85 [unit: °F]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   N/A

3.4.3.13. Hvac_Fan_Level_1st_Row_Status

Status of set fan level of 1st row

Values

TABLE 69 value Description remarks 0 OFF 1 - 7 Fan Level 8 Undefined

Remarks

-   N/A

3.4.3.14. Hvac_Fan_Level_2nd_Row_Status

Status of set fan level of 2nd row

Values

TABLE 70 value Description remarks 0 OFF 1 - 7 Fan Level 8 Undefined

Remarks

-   N/A

3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status

Status of mode of 1st row air outlet

Values

TABLE 71 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 100b F/D Air flows to thefeet and the windshield defogger operates 101b DEF The windshielddefogger operates 111b Undefined

Remarks

-   N/A

3.4.3.16. Hvac_2nd_Row _AirOutleCMode_Status

Status of mode of 2nd row air outlet

Values

TABLE 72 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 111b Undefined

Remarks

-   N/A

3.4.3.17. Hvac_Recirculate_Status

Status of set air recirculation mode

Values

TABLE 73 value Description remarks 00 OFF means that the airrecirculation mode is OFF 01 ON means that the air recirculation mode isON

Remarks

-   N/A

3.4.3.18. Hvac_AC_Status

Status of set AC mode

Values

TABLE 74 value Description remarks 00 OFF means that the AC mode is OFF01 ON means that the AC mode is ON

Remarks

-   N/A

3.4.3.19. 1st_Right_Seat_Occupancy_Status

Seat occupancy status in 1st left seat

Values

TABLE 75 value Description remarks 0 Not occupied 1 Occupied 2 UndecidedIG OFF or signal from sensor being lost 3 Failed

Remarks

When there is luggage on the seat, this signal may be set to “Occupied”.

3.4.3.20. 1st_Left_Seat_Belt_Status

Status of driver’s seat belt buckle switch

Values

TABLE 76 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   When Driver’s seat belt buckle switch status signal is not set,    [undetermined] is transmitted.    -   It is checking to a person in charge, when using it. (Outputs        “undetermined = 10” as an initial value.)-   The judgement result of buckling/unbuckling shall be transferred to    CAN transmission buffer within 1.3 s after IG_ON or before allowing    firing, whichever is earlier.

3.4.3.21. 1st_Right_Seat_Belt_Status

Status of passenger’s seat belt buckle switch

Values

TABLE 77 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   When Passenger’s seat belt buckle switch status signal is not set,    [undetermined] is transmitted.    -   It is checking to a person in charge, when using it. (Outputs        “undetermined = 10” as an initial value.)-   The judgement result of buckling/unbuckling shall be transferred to    CAN transmission buffer within 1.3 s after IG_ON or before allowing    firing, whichever is earlier.

3.4.3.22. 2nd_Left_Seat_Belt_Status

Seat belt buckle switch status in 2nd left seat

Values

TABLE 78 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   cannot detect sensor failure.

3.4.3.23. 2nd_Right_Seat_Belt_Status

Seat belt buckle switch status in 2nd right seat

Values

TABLE 79 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   cannot detect any failure.

3.5. APIs for Power Control 3.5.1. Functions

T.B.D.

3.5.2. Inputs

TABLE 80 Signal Name Description Redundancy Power_Mode_Request Commandto control the power mode of the vehicle platform N/A

3.5.2.1. Power_Mode_Request

Command to control the power mode of the vehicle platform

Values

TABLE 81 Value Description Remarks 00 No request 01 Sleep means “ReadyOFF” 02 Wake means that VCIB turns ON 03 Resd Reserved for dataexpansion 04 Resd Reserved for data expansion 05 Resd Reserved for dataexpansion 06 Driving Mode means “Ready ON”

Remarks

-   Regarding “wake”, let us share how to achieve this signal on the    CAN. (See the other material) Basically, it is based on    “ISO11989-2:2016”. Also, this signal should not be a simple value.    Anyway, please see the other material.-   This API will reject the next request for a certain time [4000 ms]    after receiving a request.

The followings are the explanation of the three power modes, i.e.[Sleep] [Wake] [Driving Mode], which are controllable via API.

[Sleep]

Vehicle power off condition. In this mode, the high voltage battery doesnot supply power, and neither VCIB nor other VP ECUs are activated.

[Wake]

VCIB is awake by the low voltage battery. In this mode, ECUs other thanVCIB are not awake except for some of the body electrical ECUs.

[Driving Mode]

Ready ON mode. In this mode, the high voltage battery supplies power tothe whole VP and all the VP ECUs including VCIB are awake.

3.5.3. Outputs

TABLE 82 Signal Name Description Redundancy Power_Mode_Status Status ofthe current power mode of the vehicle platform N/A

3.5.3.1. Power_Mode_Status

Status of the current power mode of the vehicle platform

Values

TABLE 83 Value Description Remarks 00 Resd Reserved for same data alignas mode request 01 Sleep means “Ready OFF” 02 Wake means that the onlyVCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved fordata expansion 05 Resd Reserved for data expansion 06 Driving Mode means“Ready ON” 07 unknown means unhealthy situation would occur

Remarks

-   VCIB will transmit [Sleep] as Power_Mode_Status continuously for    3000 [ms] after executing the sleep sequence. And then, VCIB will be    shutdown.

3.6. APIs for Safety 3.6.1. Functions

T.B.D.

3.6.2. Inputs

TABLE 84 Signal Name Description Redundancy T.B.D.

3.6.3. Outputs

TABLE 85 Signal Name Description Redundancy Request for OperationRequest for operation according to status of vehicle platform toward ADSPassive_Safety_Functions_ Triggered Collision detection signal -Brake_System_Degradation_ Modes Indicates Brake_System_Degradation_ModesApplied Propulsive_System_Degradation_ Indicates N/ADirection_Control_Degradation_ Modes IndicatesDirection_Control_Degradation_Modes N/A WheellLock_Control_Degradation_Modes Indicates WheelLock_Control_Degradation_Modes AppliedSteering_System_Degradation_ Modes IndicatesSteering_System_Degradation_Modes Applied Power_System_Degradation_Modes Indicates Power_System_Degradation_Modes AppliedCommunication_Degradation_ Modes

3.6.3.1. Request for Operation

Request for operation according to status of vehicle platform toward ADS

Values

TABLE 86 value Description remarks 0 No request 1 Need maintenance 2Need back to garage 3 Need stopping safely immediately Others Reserved

Remarks

-   T.B.D.

3.6.3.2. Passive_Safety_Functions_Triggered

Crash detection Signal

Values

TABLE 87 value Description remarks 0 Normal 5 Crash Detection (airbag) 6Crash Detection (high voltage circuit is shut off) 7 Invalid ValueOthers Reserved

Remarks

-   When the event of crash detection is generated, the signal is    transmitted 50 consecutive times every 100 [ms]. If the crash    detection state changes before the signal transmission is completed,    the high signal of priority is transmitted.    -   Priority: crash detection > normal-   Transmits for 5 s regardless of ordinary response at crash, because    the vehicle breakdown judgment system shall send a voltage OFF    request for 5 s or less after crash in HV vehicle.

Transmission interval is 100 ms within fuel cutoff motion delayallowance time (1 s) so that data can be transmitted more than 5 times.In this case, an instantaneous power interruption is taken into account.

3.6.3.3. Brake_System_Degradation_Modes

Indicate Brake_System status

Values

TABLE 88 value Description remarks 0 Normal - 1 Failure detected -

Remarks

-   When the Failure is detected, Safe stop is moved.

3.6.3.4. Propulsive_System_Degradation_Modes

Indicate Powertrain_System status

Values

TABLE 89 value Description remarks 0 Normal - 1 Failure detected -

Remarks

-   When the Failure is detected, Safe stop is moved.

3.6.3.5. Direction_Control_Degradation_Modes

Indicate Direction_Control status

Values

TABLE 90 value Description remarks 0 Normal - 1 Failure detected -

Remarks

-   When the Failure is detected, Safe stop is moved.-   When the Failure is detected, Propulsion Direction Command is    refused.

3.6.3.6. WheelLock_Control_Degradation_Modes

Indicate WheelLock_Control status

Values

TABLE 91 value Description remarks 0 Normal - 1 Failure detected -

Remarks

-   Primary indicates EPB status, and Secondary indicates SBW indicates.-   When the Failure is detected, Safe stop is moved.

3.6.3.7. Steering_System_Degradation_Modes

Indicate Steering_System status

Values

TABLE 92 value Description remarks 0 Normal - 1 Failure detected - 2Stationary steering not possible Temporary lowering in performance dueto high temperature or the like

Remarks

-   When the Failure are detected, Safe stop is moved.

3.6.3.8. Power_System_Degradation_Modes

[T.B.D]

3.6.3.9. Communication_Degradation_Modes

[T.B.D]

3.7. APIs for Security 3.7.1. Functions

T.B.D.

3.7.2. Inputs

TABLE 93 Signal Name Description Redundancy 1st_Left_Door_Lock_CommandCommand to control each door lock of the vehicle platform Lock commandsupports only ALL Door Lock. Unlock command supports 1st-left Doorunlock only, and ALL Door unlock. Trunk Door Lock/unlock command includein ALL Door lock/unlock N/A 1st_Right_Door_Lock_Command N/A2nd_Left_Door_Lock_Command N/A 2nd_Right_Door_Lock_Command N/ACentral_Vehicle_Lock_Exterior_ Command Command to control the all doorlock of the vehicle platform N/A

3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command,2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command

Command to control each door lock of the vehicle platform

Values

TABLE 94 Value Description Remarks 0 No Request 1 Lock (unsupported) 2Unlock 3 reserved

Remarks

-   Lock command supports only ALL Door Lock.-   Unlock command supports 1st-left Door unlock only, and ALL Door    unlock.

3.7.2.2. Central_Vehicle_Lock_Exterior_Command

Command to control the all door lock of the vehicle platform.

Values

TABLE 95 Value Description Remarks 0 No Request 1 Lock (all) includetrunk lock 2 Unlock (all) include trunk unlock 3 reserved

Remarks

-   Lock command supports only ALL Door Lock.-   Unlock command supports 1st-left Door unlock only, and ALL Door    unlock.

3.7.3. Outputs

TABLE 96 Signal Name Description Redundancy 1st_Left_Door_Lock_StatusStatus of the current 1st-left door lock mode of the vehicle platformN/A 1st_Right_Door_Lock_Status Status of the current 1st-right door lockmode of the vehicle platform N/A 2nd_Left_Door_Lock_Status Status of thecurrent 2nd-left door lock mode of the vehicle platform N/A2nd_Right_Door_Lock_Status Status of the current 2nd-right door lockmode of the vehicle platform N/A Central_Vehicle_Exterior_ Locked_StatusStatus of the current all door lock mode of the vehicle platform N/AVehicle_Alarm_Status Status of the current vehicle alarm of the vehicleplatform N/A

3.7.3.1. 1st_Left_Door_Lock_Status

Status of the current 1st-left door lock mode of the vehicle platform

Values

TABLE 97 value Description Remarks 0 reserved 1 Locked D seat locked 2Unlocked D seat unlocked 3 invalid

Remarks

-   cannot detect any failure.

3.7.3.2. 1st_Right_Door_Lock_Status

Status of the current 1st-right door lock mode of the vehicle platform

Values

TABLE 98 value Description remarks 0 reserved 1 Locked P seat locked 2Unlocked P seat unlocked 3 invalid

Remarks

-   cannot detect any failure.

3.7.3.3. 2nd_Left_Door_Lock_Status

Status of the current 2nd-left door lock mode of the vehicle platform

Values

TABLE 99 Value Description remarks 0 Reserved 1 Locked RL seat locked 2Unlocked RL seat unlocked 3 invalid

Remarks

• cannot detect any failure.

3.7.3.4. 2nd_Right_Door_Lock_Status

Status of the current 2nd-right door lock mode of the vehicle platform

Values

TABLE 100 value Description remarks 0 reserved 1 Locked RR seat locked 2Unlocked RR seat unlocked 3 invalid

Remarks

-   cannot detect any failure.

3.7.3.5. Central_Vehicle_Exterior_Locked_Status

Status of the current all door lock mode of the vehicle platform

Values

TABLE 101 value Description remarks 0 Reserved (unsupport) 1 All Locked(unsupport) 2 Anything Unlocked (unsupport) 3 invalid (unsupport)

Remarks

-   Vehicle platform refers to each door lock status,    -   in case any door unlocked, sends 0.    -   -in case all door locked, sends 1.

3.7.3.6. Vehicle_Alarm_Status

Status of the current vehicle alarm of the vehicle platform

Values

TABLE 102 Value Description remarks 0 Disarmed Auto alarm system notactive 1 Armed Auto alarm system active · not on alert 2 Active Autoalarm system active · on alert 3 invalid

Remarks

N/A

3.8. APIs for MaaS Service 3.8.1. Functions

T.B.D.

3.8.2. Inputs

TABLE 103 Signal Name Description Redundancy T.B.D.

3.8.3. Outputs

TABLE 104 Signal Name Description Redundancy T.B.D.

Example 2

-   Toyota’s MaaS Vehicle Platform-   Architecture Specification

Standard Edition #0.1 History of Revision

TABLE 105 Date of Revision ver. Summary of Revision Reviser 2019/11/040.1 Creating a new material MaaS Business Div.

Index

-   1. General Concept    -   1.1. Purpose of this Specification    -   1.2. Target Vehicle Type    -   1.3. Target Electronic Platform    -   1.4. Definition of Term    -   1.5. Precaution for Handling    -   1.6. Overall Structure of MaaS    -   1.7. Adopted Development Process    -   1.8. ODD (Operational Design Domain)-   2. Safety Concept    -   2.1. Outline    -   2.2. Hazard analysis and risk assessment    -   2.3. Allocation of safety requirements    -   2.4. Redundancy-   3. Security Concept    -   3.1. Outline    -   3.2. Assumed Risks    -   3.3. Countermeasure for the risks        -   3.3.1. The countermeasure for a remote attack        -   3.3.2. The countermeasure for a modification    -   3.4. Addressing Held Data Information    -   3.5. Addressing Vulnerability    -   3.6. Contract with Operation Entity-   4. System Architecture    -   4.1. Outline    -   4.2. Physical LAN architecture (in-Vehicle)    -   4.3. Power Supply Structure-   5. Function Allocation    -   5.1. in a healthy situation    -   5.2. in a single failure-   6. Data Collection    -   6.1. At event    -   6.2. Constantly

1. General Concept 1.1. Purpose of This Specification

This document is an architecture specification of Toyota’s MaaS VehiclePlatform and contains the outline of system in vehicle level.

1.2. Target Vehicle Type

This specification is applied to the Toyota vehicles with the electronicplatform called 19ePF [ver.1 and ver.2].

The representative vehicle with 19ePF is shown as follows.

e-Palette, Sienna, RAV4, and so on.

1.3. Definition of Term

TABLE 106 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP’s sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Architectural Concept 2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 14).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. Outline of System Architecture on the Vehicle

The system architecture on the vehicle as a premise is shown (FIG. 15 ).

The target vehicle of this document will adopt the physical architectureof using CAN for the bus between ADS and VCIB. In order to realize eachAPI in this document, the CAN frames and the bit assignments are shownin the form of “bit assignment chart” as a separate document.

2.3. Outline of Power Supply Architecture on the Vehicle

The power supply architecture as a premise is shown as follows (FIG. 16).

The blue colored parts are provided from an ADS provider. And the orangecolored parts are provided from the VP.

The power structure for ADS is isolate from the power structure for VP.Also, the ADS provider should install a redundant power structureisolated from the VP.

3. Safety Concept 3.1. Overall Safety Concept

The basic safety concept is shown as follows.

The strategy of bringing the vehicle to a safe stop when a failureoccurs is shown as follows (FIG. 17 ).

1. After occurrence of a failure, the entire vehicle executes “detectinga failure” and “correcting an impact of failure” and then achieves thesafety state 1.

2. Obeying the instructions from the ADS, the entire vehicle stops in asafe space at a safe speed (assumed less than 0.2G).

However, depending on a situation, the entire vehicle should happen adeceleration more than the above deceleration if needed.

3. After stopping, in order to prevent slipping down, the entire vehicleachieves the safety state 2 by activating the immobilization system.

TABLE 107 category content ■Precondition - Only one single failure at atime across the entire integrated vehicle. (Multiple failures are notcovered) - After the initial single failure, no other failure isanticipated in the duration in which the functionality is maintained.■Responsibility for the vehicle platform until safety state 2 - In caseof a single failure, the integrated vehicle should maintain thenecessary functionality for safety stop. - The functionality should bemaintained for 15 (fifteen) seconds. ■Basic Responsibility Sharing [ForADS] The ADS should create the driving plan, and should indicate vehiclecontrol values to the VP. [For Toyota vehicle platform] The Toyota VPshould control each system of the VP based on indications from the ADS.

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

3.2. Redundancy

The redundant functionalities with Toyota’s MaaS vehicle are shown.

Toyota’s Vehicle Platform has the following redundant functionalities tomeet the safety goals led from the functional safety analysis.

Redundant Braking

Any single failure on the Braking System doesn’t cause loss of brakingfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system’scapability. In this case, the braking system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Steering

Any single failure on the Steering System doesn’t cause loss of steeringfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system’scapability. In this case, the steering system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Immobilization

Toyota’s MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB.Therefore, any single failure of immobilization system doesn’t causeloss of the immobilization capability. However, in the case of failure,maximum stationary slope angle is less steep than when the systems arehealthy.

Redundant Power

Any single failure on the Power Supply System doesn’t cause loss ofpower supply functionality. However, in case of the primary powerfailure, the secondary power supply system keeps supplying power to thelimited systems for a certain time.

Redundant Communication

Any single failure on the Communication System doesn’t cause loss of allthe communication functionality. System which needs redundancy hasphysical redundant communication lines. For more detail information, seethe chapter “Physical LAN architecture (in-Vehicle)”.

4. Security Concept 4.1. Outline

Regarding security, Toyota’s MaaS vehicle adopts the security documentissued by Toyota as an upper document.

4.2. Assumed Risks

The entire risk includes not only the risks assumed on the base e-PF butalso the risks assumed for the Autono-MaaS vehicle.

The entire risk is shown as follows.

Remote Attack

-   To vehicle    -   Spoofing the center    -   ECU Software Alternation    -   DoS Attack    -   Sniffering-   From vehicle    -   Spoofing the other vehicle    -   Software Alternation for a center or an ECU on the other vehicle    -   DoS Attack to a center or other vehicle    -   Uploading illegal data

[Modification]

-   Illegal Reprogramming-   Setting up an illegal ADK-   Installation of an unauthenticated product by a customer

4.3. Countermeasure for the Risks

The countermeasure of the above assumed risks is shown as follows.

4.3.1. The Countermeasure for a Remote Attack

The countermeasure for a remote attack is shown as follows.

Since the autonomous driving kit communicates with the center of theoperation entity, end-to-end security should be ensured. Since afunction to provide a travel control instruction is performed,multi-layered protection in the autonomous driving kit is required. Usea secure microcomputer or a security chip in the autonomous driving kitand provide sufficient security measures as the first layer againstaccess from the outside. Use another secure microcomputer and anothersecurity chip to provide security as the second layer. (Multi-layeredprotection in the autonomous driving kit including protection as thefirst layer to prevent direct entry from the outside and protection asthe second layer as the layer below the former)

4.3.2. The Countermeasure for a Modification

The countermeasure for a modification is shown as follows.

For measures against a counterfeit autonomous driving kit, deviceauthentication and message authentication are carried out. In storing akey, measures against tampering should be provided and a key set ischanged for each pair of a vehicle and an autonomous driving kit.Alternatively, the contract should stipulate that the operation entityexercise sufficient management so as not to allow attachment of anunauthorized kit. For measures against attachment of an unauthorizedproduct by an Autono-MaaS vehicle user, the contract should stipulatethat the operation entity exercise management not to allow attachment ofan unauthorized kit.

In application to actual vehicles, conduct credible threat analysistogether, and measures for addressing most recent vulnerability of theautonomous driving kit at the time of LO should be completed.

5. Function Allocation 5.1. In a Healthy Situation

The allocation of representative functionalities is shown as below (FIG.18 ).

Function Allocation

TABLE 108 Function category Function name Related to # remarks PlanningPlan for driving path 0 Calculating control indications 0 e.g.longitudinal G Overall API Pub/Sub 1 One system with redundancy SecurityAutonomy Driving Kit Authentication 1 One system with redundancy MessageAuthentication 1 One system with redundancy Door locking control 8Longitudinal/Lateral Motion control 2 (Primary), 3 (Secondary)Propulsion control 4 Braking control 2, 3 Two units controlled accordingto deceleration requirement Steering control 5 One system withredundancy Immobilization control 2 (EPB), 6 (P Lock) Shift control 6Power supply Secondary battery control 7 Vehicle power control 10 Formore information, see the API specification. Access/Comfort Body control8 Turn signal, Headlight, Window, etc. HVAC control 9 Data Data logging(at event) 1 Data logging (constantly) 1

5.2. In a Single Failure

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

Though embodiments of the present disclosure have been described above,it should be understood that the embodiments disclosed herein areillustrative and non-restrictive in every respect. The scope of thepresent invention is defined by the terms of the claims and is intendedto include any modifications within the scope and meaning equivalent tothe terms of the claims.

What is claimed is:
 1. A vehicle on which an autonomous driving systemis mountable, the vehicle comprising: a vehicle platform that controlsthe vehicle in accordance with an instruction from the autonomousdriving system; and a vehicle control interface that serves as aninterface between the autonomous driving system and the vehicleplatform, wherein the vehicle platform receives a first decelerationrequest in accordance with an amount of depression of a brake pedal by adriver, and receives a second deceleration request from the autonomousdriving system through the vehicle control interface, and during anautonomous mode, the vehicle platform specifies a sum of the firstdeceleration request and the second deceleration request as a targetdeceleration of the vehicle.
 2. The vehicle according to claim 1,wherein the vehicle platform has, as the autonomous mode, a VO (VehicleOperation) mode and an NVO (Non-Vehicle Operation) mode, in the VO modethat is a control mode, the driver is aboard the vehicle while thevehicle is capable of autonomous driving, and in the NVO mode that is acontrol mode, the vehicle is capable of completely unmanned driving, andthe vehicle platform specifies the sum as the target deceleration, ineither the VO mode or the NVO mode.